Railway-gate



No. 62l,6'99. PatentedvM'ar. 2|,"l899. H. J. UBRIE-N & A. E. MCKAY.

RAILWAY GATE.

(Application led Nov. 30, 1897.)

TN: nofws PETERS co. mman-rm, wAsHzNsToN, q. c.

No. 621,699. Patented Mar. 2|, |999. H. J. oBmEN & A. E. McKAY.

nAl'LwAY GTE. (Application med Nov. 30, 1897.)

ma Model.)

2 Sheets-Sheet 2.

TH; Mcmms PETERS cp. PNOTQLXTHQ. WASHINGTON. n. c.

UNirED STATES PATENT Orrrcn.'

HENRY J. OBRIEN AND ALFRED E. MCKAY, OF WEST SUPERIOR, WISCON- SIN; SAIDMCKAY ASSIGNOR TO WILLIAM P. BARRETT, OF SUPERIOR, i

WISCONSIN.

RAILWAY-GATE.

SPECIFICATION forming part 0f Letters Patent N o. 621,699, dated March21, 1899.

Application iiled November 30, 1897. Serial No. 660,263. (No model.)

To all whom t may concern,.-

Beit known that we,HENRY J. OBRIEN and ALFRED E. MOKAY, citizens of theUnited States, residing at West Superior, in the county of Douglas andState of W'isconsin, have invented a new and useful Railway- Gate, ofwhich the following is a specification. The invention relates toimprovements in railway-gates.

The object of the present invention is to improve the construction ofrailway-gates and provide automatic ones adapted to extend normallyacrossv a track longitudinally of a roadway and capable of beingoperated by an approaching train to swing them at right angles to theirformer position, so that they will extend across the roadway and lieparallel with the rails.

The invention consists in the construction and novel combination and'arrangement of parts', as hereinafter fully described, illustrated inthe accompanying drawings, and pointed out in the claims heretoappended.

In the drawings, Figure 1 is a plan View of automatic railway-gatesconstructed in accordance with this invention and shown in their normalposition. Fig. 2 is aside elevation, partly in section, the gates beingclosed across the roadway. Fig. 3 isa transverse sectional view. Fig. 4is a horizontal sectional view illustrating the construction Aandarrangement ofthe mechanism'for connecting the gates at one side of thetrack with the operating-bars. Fig. 5 is a detail sectional viewillustrating the manner of hinging the gates. Fig. 6 is adetailsectional View illustrating the manner of mounting thesupporting-rollers of the operating-bars.

Like numerals of reference designate corresponding parts in all theiigures of the drawings.

1 1 designate railwaygates arranged in pairs at opposite sides of aroadway and extending normally across the track, as illustrated in Figs.l and 3 of the accompanying drawings, and adapted to be operated by anapproaching tra-in and to be swung at right angles to their normalposition in order to extend across the roadway, as shown in Fig. 2; butthe device is adapted to be employed as a guard in connection withstreet-railway cars. The gates, which may beof any suitableconstruction, are provided with tubular end bars 2, forming bearings forthe gates, and arranged on vertical posts 3, which rise from the ends oftransverse supporting-bars 4. The posts 3 form pintles for the gates toswingen, and the transverse bars 4, to which they are suitably secured,extend-beneath the rails 5 and are suitably secured thereto, projectingfrom opposite sides thereof.

The gates preferably consist of upper and lower horizontal arms or bars6, providedat their inner ends with openings to receive the tubular endbars and suitably connected by vertical bars and inclined braces 7 and8. Each gate is provided at the bottom with an arm 9, extending from thelower portion of the tubular end bar 2 and connected by a short rod l0with a longitudinal operatingbar 11, extending from the gate and locatedslightly above the adjacent rail in position to be engaged by the wheelsof the train,whereby it is moved outward. The outward movement of theoperating-bar swings the gate a quarter-revolution, carrying the samefrom its position across the track to its closed position across theroadway. The depending portion of the tubularbar2 is supported upon adisk or Washer and is of sufficient length to elevate the lowerhorizontal bar of the gate above the operating-bar 1l, so that the gatewill swing clear of the operating mechanism.

The operating-bar, which is pivoted at its outer end at 12 upon asuitable bracket or support 13, is designed to be about sixty feet inlength and is arranged at a slight angle to the adjacent rail, so thatit will be gradually forced outward by the wheels of the train, and itis supported at intervals by rollers 14, mounted in suitable brackets orsupports and arranged to run lon short track-blocks 16. The brackets 15are secured to the lower face of the operating-bar 11 and dependtherefrom, and the inner end of the operating-bar extends outward fromthe rails, so as to present an inclined or beveled edge to the wheels inorder to prevent the operating-bar from being injured should its innerend be struck by a train.

The gates at the same side ofthe track operate in unison, so that bothwill be operated IOO by a train approaching in either direction, andthey are provided with arms 17 and 18, which are connected by alongitudinal bar 19. The bars 17 and 18, which are arranged at an angleto the arms 9, are disposed substantially at opposite sides of thepintles of the gate, the arm 17 extending toward the track and the arm18 extending away from the same. The longitudinal connecting bar 19 isarranged in a suitable boxing, and when either of the operating-bars ofa rail is swung outward both gates will be simultaneously swung acrossthe roadway.

Each operating-bar is engaged by a spring 20, which bears against itsouter edge and is adapted to return it and the gates to their normalposition across the track after a train has passed.

The invention has the following advantages: The gates are positive,reliable, and` lthe same side ot' the track are connected and operatesimultaneously, and the inner ends of the operating-bars present beveledor angularly-disposed faces to the wheels to prevent the saidoperating-bars from being injured should they be struck in event of theconnection between the gates being broken. 'lhe operating-bars aresupported at intervals by rollers, which enable them to move freelywithout friction.

Changes in the form, proportion, and minor details of construction maybe resorted to without departing from the spirit or sacrifie ing any ofthe advantages of this invention.

What we claim is- 1. In a device of the class described, the combinationof horizontally-swinging gates designed to be mounted at one side of atrack, operating-bars disposed longitudinally of the track and arrangedto move horizontally, arms 9 extending from the gates, the front bars 10connecting the arms 9 with the operating-bars, the arms 17 and 18connected with the gates and arranged at an angle to the arms 9, the arm17 extending toward the track and the arm 18 away from the same, and thelongitudinal rod 19 connecting the arms 17 and 18, substantially asdescribed.

2. In a device of the class described, the combination of ahorizontally-swinging gate, a horizontally-movable operating-bar pivotedat one end and designed to extend longitudinally of a rail, connectionsbetween the gate and the operating-bar, the short trackblocks 16arranged at intervals substantially at right angles to the rail anddesigned to be mounted upon the ends of cross-ties and disposedlongitudinally thereof, and the supporting-rollers 14 mounted on theoperatingbar, depending therefrom and disposed transversely thereof,said rollers being supported upon the track-blocks and arranged to movelongitudinally thereof, substantially as described.

3. In a device of the class described, the combination of a pair ofhorizontally-swinging gates designed to be arranged at one side of atrack, longitudinal operating-bars pivoted at their outer ends anddisposed at an angle to the track, said operating-bars having theirinner ends presenting beveled or angularly-disposed edges to the Wheelsof a train, and connections between the operating-bars and the gates andalso between the gates, substantially as described.

In testimony that we claim the foregoing as our own we have heretoaffixed our signatures in the presence of two Witnesses.

HENRY J. OBRIEN. ALFRED E. MCKAY. lVitnesses S. G. McGiLvRo, NELLIEOR'roN.

